Antifriction bearing



March 17, 1931. 1 F, O'CONNOR 1,796,300

-A NTIFRICTIor'J BEARING Filed ont. 1a. 1928 Patented Maf. 17, 1931 UNITED srarr.

@TENT FEQE.

JOI-IN F. OCONNOR, OIE' CHICAGO, ILLINOIS, ASSIGNOR TO W. H. MINER, INC., 0F CHICAGO, ILLINOIS, A CORPORATION OF DELAW'ARE ANTIFRICTION BEARING Application filed October 18, 1928. 'Serial No. 313,197.

rlhis invention relates to improvements in antifriction bearings.

One object of the invention is to provide an anti-friction self-centering side bearing for railway cars, including an anti-friction element interposed between the opposed bearing surfaces of the body and truck bolsters ofthe railway car, wherein the antifriction elementis suspended from the body bolster by trunnion means at a point above thercenter of gravity thereof, whereby the same is urged by gravity to centered position after each actuation and wherein spring means is employed cooperating with the 15,` pivot trunnions to insure centering of the anti-friction element.

Another object of the invention is to provide a simple and efficient anti-friction side bearing for railway cars, including an antifriction element suspended from the body bolster of the car and having rolling contact with the bearing surfaces on the body and truck holsters, the anti-friction element being supported at a point above the center of gravity for swinging movement, whereby the force of gravity tends to center the same after each actuation thereof and wherein spring means is employed for aiding in the centering operation, thereby insuring the proper centering of said element, the spring means being in the form of leaf or plate members cooperating with means on the antifriction element for suspending the latter, the suspending means being displaceable upon movement of the anti-friction element l to either side of the centered position to flex said spring means, the anti-friction element having the bearing surface which cooperates with the bearing surface of the body bolster so disposed with reference to the suspending means that the latter will be displaced to an extent sufficient to produce the proper amount of flexing of the spring plates to insure return of the anti-friction element to its normal position.

Other and further objects of the invention will more clearly appear from the descrip-- tion and claims hereinafter following.

In the drawing, forming a part of this specification, Figure 1 is a vertical, sectional view through portions of the body and truck bolsters of a railway car, illustrating my improvements in connection therewith, the antifricion element proper being illustrated in full lines in the normal centered position and also in dotted lines in position to one side of the normal. Figure 2 is a vertical, sectional view, corresponding substantially to the line 2-2 of Figure 1. And Figure 3 is a horizontal, transverse, sectional view, partly brolren away, corresponding substantially to the line 3 3 of Figure 2.

In said drawing, 10 designates the bottom portion of the body bolster and 11 the top portion of the truck bolster of a railway car. In carrying out my invention, I suspend the anti-friction element proper from the body bolster, as most clearly illustrated in figures 1 and 2, and provide the truck bolster with a cooperating `bearing plate.

My improved anti-friction bearing, as shown, comprises, broadly, a housing A, an anti-friction element B, a supporting plate C to which the housing A is attached, a wear plate D within the housing, a pair of plate springs E-E cooperating with the antifriction element, a truck bolster' supporting plate F, and a cooperating bearing plate G.

The housing A, as shown, is in the form of a box-like member having vertically disposed, spaced, side walls 12-12 and curved end walls 13-13. The housing A. is open at the top, as indicated at 111, and said opening is closed by a supporting plate C to which the housing is secured by rivets. he end walls 13 of the housing are provided with inwardly extending, relatively heavy flanges 15-15 at the top of the housing, the flanges 15 serving as securing lugs whereby the housing is supported from the plate C. Rivets 16-16 extending through the lugs or flanges 15 and the plate C serve to fix the housing to the plate. The plate C in turn is secured to the bottom of the body bolster by means of heavy rivets 17-17.

The wear or bearing plate D is preferably formed of rolled steel and, as shown, is secured to the bottom side of the supporting plate C; in the present instance, the plate D is shown as secured to the plate C by rivets Cir 18-18 which extend through these plates. The rivets 16 and 18 have the heads at the upper ends thereof countersunk within the plate C so that the plate C will fit fiat against the bottom side of the body bolster member 10.

As most clearly illustrated in Figure 2, the upper section of the side walls 12 of the housing are laterally offset, as indicated at 19-19, to provide chambers to accommodate the plate springs E-E. The bottom walls of the chambers 19 are inclined downwardly toward the center of the housing, as most clearly shown in Figure 1, thereby permitting flexing of the spring plates in a downward direction and limiting such herring movement.

The spring plates E are disposed at opposite sides of the housing within the chambers 19 and are supported at their opposite ends on relatively fiat horizontal sections 202O of the bottom walls of the chambers 19.

Midway between the ends, the side walls of the chambers 19 are offset to provide vertical guideways 21 which accommodate the trunnions of the anti-friction element B, as hereinafter pointed out.

The anti-friction element B is of substantially triangular shape, having` upwardly converging side faces 22-22 and a curved bottom face 23 which cooperates with the bearing plate of the truck bolster. At the top, the anti-friction element B is also provided with a curved bearing surface 24 which is of much greater curvature than the bearing surface 23. At opposite sides, the anti-friction element is provided with supporting trunnions 25-25 which rest upon the plate springs E. As shown, the trunnions 25 are eccentric with respect to the bearing surface 24 of the anti-friction element and the axial center of the trunnions is preferably coincident with a transverse line extending along the curved bearing surface 24. As shown in Figure 2, the upper sections of the trunnions 25 stra-ddle the bearing plate D and the trunnions are accommodated in the vertical gui-dcways 21 of the housing.

The plate F is secured to the truck bolster by rivets 2G'-2G and supports the bearing plate G which is riveted to the plate F by rivets 2?-27 having heads at opposite ends which are countersunk within the plates F and G.

The bearing plate G cooperates with the bottombea ing surface 23 of the anti-friction element B, and the bearing plate D associated with the housing A cooperates with he bearing surface 2liV at the top end of the anti-friction element. [is shown in Figure 1,k the end walls of the housing are formed of such a: contour as to interlit with the anti-friction element B when the same is displaced from its centered position so as to provide limiting walls 28-28 engaging with the side walls 22 and the curved connecting sections between the side walls and the curved bottom wall 23 of the anti-friction element.

In assembling my anti-friction side bearing, the plate springs E are first placed in position within the housing; then the anti-friction element B is inserted through the opening in the top of the housing` and the trunnions thereof passed into the guideways 21 so that the trunuions will rest on the plate springs E and suspend the anti-friction element B. The supporting plate C, to which the bearing plate D has been previously secured, is then placed in position on top of the housing and riveted thereto by the rivets 16, so as to close the opening of the housingl and maintain the anti-friction element B and the plate springs E assembled with the housing. The entire bearing is then secured to the bottom side of the body bolster by fastening the plate C to the body bolster by rivets 17. The bearing plate G and the supporting plate F, which have been secured together, are fixed to the top of the truck bolster in position to cooperatc with the anti-friction element B.

As shown in Figures 1 and 2, in the normal position of the parts, the bottom bearing surface 23 of anti-fricti-.rn @lema it l is spaced slightly above the bearing plate G and the top bearing surface 24; of said antifriction element is in engagement with the bearing surface of the plate l). nUpon relative approach of the body and truck bolster-s, the bearing surface 23 will be brought into contact with the bearing surface of the plate G and upon relative angular displacement of the body and truck bolsters about the pivotal center of the same, the anti-friction element will roll to either side on the bearing surfaces 23 and 24. The lateral displacement of the anti-friction element will be' limited by engagement with either of the limiting walls 28 of the housing A. As shown in Figure l in dott-cd lines, the anti-friction element B. in its movement to the right as viewed in said ligure, will be limited by wall 2S. Durin the lateral displacement from centered position of the anti-friction element, rolling movement on the bearing surface 24 w'll cause relatively slight displacement of the upper end of the anti-friction element from centered position and consequently produce compara-tively slight downward movement of the trunnions 25 in the guideways 21. During this movement, excessive lateral displacement of thetrunnions in the guidcways 21 is prevented by the' side walls of the latter. Due to the downward displacement of the trunnions 25, the spring plates E will be leied and, upon the load being removed from the anti-friction element B by separation of the body and truck holsters, the return of the spring plates to their normal straight position will cause a lifting of the trunnions 25, thereby swinging the anti-friction element back to the normal centered position.

engagement with the- It is further pointed out that the center f gravity of the anti-friction element B is below the point of pivotal suspension of the same, whereby the influence of gravity will leffect swinging movement of the anti-friction element, in the manner of a pendulum, to centered position. The spring plates cooperating wth the trunnions of the antifriction element assist in the centering operation which takes place, due to the influence of gravity on the anti-friction element B.

As will be evident, by providing the curved bearing surface 24 of relatively great curvature, the displacement of the trunnions which a cause flexing of the springs E is not so great as to produce a flexing of the springs which would be injurious to the same but yet is sufficient to produce the desired flexing of the springs, which will insure the return of the anti-friction element to centered position. It is further pointed out that inasmuch as my improved anti-friction element is supported entirely from the body bolster and the truck bolster bearing plate is unobstructed by any retaining means such as a housing, danger of non-functioning of the anti-friction element is entirely eliminated because accumulation of cinders, dirt and other obstructions on the bearing surface of the truck bolster is prevented.

While I have herein shown and described what I now consider the preferred manner of carrying out my invention, the same is merely illustrative and I contemplate all changes and modifications which come within the scope of the claims appended hereto.

1. In an anti-friction bearing forrailway cars adapted to cooperate with the bearing surfaces on the opposed truck and body bolsters, the combination with a support secured to the truck bolster; of an anti-friction element interposed between said body and truck bolster bearing surfaces, said element being L of triangular shape and having a curved bearing surface at the bottom thereof cooperating with the truck bolster bearing surface and a bearing surface of greater curvature at the top thereof cooperating with the body bolster bearing surface, said anti-friction element being provided with trunnions at the upper end thereof eccentric to said top bearing surface; means for guiding the trunnions in a vertical path; and plate springs mounted on the support and on which said trunnions are suspended, whereby, when said anti-friction element is displaced to either side of centered position, the trunnions are depressed to fiex the spring plates and upon removal of the 11 load from said anti-friction element the spring plates return to normal condition, thereby centering said anti-friction element.

2. In an anti-friction side bearing for railway cars adapted to cooperate with the bearing surfaces of the body and truck bolsters of said car, the combination with a support secured to the body bolster; of a gravity centered anti-friction element interposed between the body and truck bolster bearing surfaces, said element having top and bottom curved bearing surfaces cooperating with said body and truck bolster bearing surfaces, the top surface being of greater curvature than the bottom surface; spring plates supported at opposite ends on said support; alined supporting trunnions on the antifriction element, said trunnions being suspended on the spring plates, said trunnions protruding above the top bearing surface of said anti-friction element; and vertically disposed guideways on said support cooperating with said trunnions and confining the same to movement in a vertical path.

3. In an anti-friction side bearing for railway cars adapted to cooperate with the body and truck bolsters thereof and wherein the body and truck bolsters are provided with opposed bearing surfaces, the combination with an anti-friction element of substantially triangular outline having an elongated curved bearing surface at the bottom side thereof and a pair of supporting trunnions at the apex, said anti-friction element being pro* vided with a bearing surface of relatively great curvature at said apex cooperating with the bearing surface of the body bolster; a housing secured to the body bolster in which said anti-friction element is suspended; means for suspending said anti-friction element by said trunnions, including plate springs supported at their outer ends on said housing; and means on the housing for guiding said trunnions in a vertical path.

4. In an anti-friction side bearing for railway cars adapted to cooperate with the body and truck bolsters thereof, the combination with a housing secured to the truck bolster, said housing being provided with an interior bearing surface; a bearing plate secured to the truck bolster; plate springs at opposite sides of said housing supported at their opposite ends; an antiefriction element within the housing having trunnions at the top thereof supported on said plate springs intermediate their ends; guide means on the housing for confining said trunnions tomovement in a vertical path, said anti-friction element having a curved, elongated, bottom bearing surface cooperating with the truck bolster bearing plate and a relatively short top bearing surface of greater curvature than said bottom bearing surface cooperating with the interior bearing surface of the housing.

In witness that I claim the foregoing I have hereunto subscribed my name this 15th day of October, 1928.

JOHN F. OCONNOR. 

